Train controlling device



March 27, 1951 J. MERRYWEATHER TRAIN CONTROLLING DEVICE 2 Sheets-Sheet l Filed Oct. 25, 1948 INVENTOR ATTORNEYS March Z7, 1951 J. MERRYWEATHER 2,546,468

TRAIN coNTRoLLNG DEvcE Filed OCb. 25, 1948 2 SheeliS--SheefI 2 INVENTO BY A aww .TTORNEYS Patented Mar. 27, v1951 UNITED STATES PATENT (DFIIICE 'TRAIN o'oNfrRoLLING DEVICE ames llerryweather, Greencastle, Ind. Application oct-oberen 194-8, seal No. 56,408

vmuch time and effort has been devoted to the development and perfection of any device which will reduce railroading accidents.

So far as I am aware, such safety devices as rhave been developed in the past, While in 'many instances tending to reduceconsiderably the possibility of accident, nevertheless have not proved to be wholly satisfactory, because at some point vin the operation of said devices, the human -element has had to play a part. To my knowledge, it -has been the human factor 'which has been the weak link in vmost instances, `in the chain Aof sequences -set into motion for the purpose of preventing a trainfaccident under a danger -con'- dition.

To this end, it is the main purpose vcfvthe present invention to provide a train-controlling device which will be completely automatic 'in operation, so that a train 4can be halted under a danger condition immediately vand Vwithout Adej- `pendence at any point, from beginning to uend 'of the operation of the safety device, upon a human or humans. d d

Another important object is to provide 'a 'device as described which will in 'every instance have the result of preventing a train from entering a block which Vvis not clear, the device being so designed as to apply the air brakes of any train automatically, to prevent its entering the block in which there is any danger condition, such as a washed out bridge, derail, or any ether situation which would cause said 'train to have an accident. Another important object is to provide a device of the character described which can be mounted on a train at low cost, the device being s-pecically designed to permit its manufacture at comparatively little expense, and to permit its mainte- -nance costs to be reduced to 'a complete minimum.

Another important object is to provide a device of the character described which can be mounted on a train with little or no modication of the air brake system, and which is used in conjunction with the 'conventional block signal system, the device being so designed as to permit its installation on rolling stock already in use, with a minimum of expense.

With the foregoing and other objects in view which will vappear Yas Athe description proceeds, the invention consists Aof 4certain novel details of construction 'and "combinations yof parts, "hereinafter more fully described and pointed out in (Cl. 24S-L200) 2 the claim, it being understood that changes may be made in the construction and Iarrangement of parts without departing frm the spirit yof the invention as claimed.

Referring vto the drawings:

Figure 1 is a fragmentary side elevational View oi-a train equipped with the device.

Figure `2 -is a top plan View.

v Figure 3 is an enlarged section on line 3=3 Of Fig'. 2,

Figure 4 is a section `on line dell of Fig. 3.

Referring to the drawings in detail the reference numeral v5 designates a train on which the device constituting the subject of invention is mounted. It may be noted thatthe device will preferably'be mounted on the engine, and it may be further noted that identical devices would preferably be mounted at opposite sides of the engine, se as to be operable regardless of the direction in which the train is moving.

A conventional block signal post is designated e, this having at its upper end the block signal 1. The post vis adapted to be lrotated through ninety degrees, and when in one extreme position, signals the fact that the block ahead is not clear lby showing the red light 8. In theother extreme position, the block ahead is signaled as being clear by showing of the green light 9.

Post 6V extends upwardly from the housing I0, the post being supported for rotation in the housing as at I l. Below Yhousing Hl is the block signal channel E2, containing the rod I3, that is adapted to rotate the gear H! in mesh with gear l5 ci the post. Thus, it will be readily seen that whenever the block next "ahead of the signal is not clear for any reason, the block signal will be actuated `by electrical or mechanical means to present the red light to the on-coming train 5. Under present conditions, the engineer of the on-coming train, noting that the block ahead is Anot clear, applies the 'air brakes to'bring the train to a stop. y

The above described construction of -a vbleek signal is vmore or less convention-ai, and it is not intended that the inventionernbrace the par ticular 'construction of a block signal operating as described. The main diiiiculty, heretcicre, has been vthat the human element is present, in Athat the block signal does not do more than show a visible indication of danger ahead, whereupon the vstopping of the train must depend upon the alertness of those on the train. This human factor too often cannot be ldepended upon, and has been the cause of Vmany train accidents in the past, and is still the cause, from time 'to time, of serious derails or collisions.

Y In accordance With the invention, I mount on the -post'li the beveled gear I-S, Vin mesh with the beveled gear Il carried on one -end `of a rock shaft i8, that is journaled for rotation inthe bearing member I9 upstanding from the supand disposed perpendicularly thereto, is the trip arm 2 I. In this connection, and as readily noted from Fig. 3, trip arm 2l will extend straight upwardly against every train that comes along. If there should be a broken rail, open switch, train going in on a side track, road bed or bridge washed out, or any similar occurrence that might aiect the track circuit, trip 2| cannot be pulled down. If the block is clear, trip 2| can be pulled down before the train reaches it. After the train passes by, trip 2l will go back into position extending straight upwardly, as it is on a closed circuit and stands up against every train.

That portion of the safety device thatI is mounted on the train 5 includes a housing generally designated 22, this housing having the cylindrical extension V23, that merges at its upper end into the lateral extension 24. I believe it will be apparent that the particular shape of the housing 22 can be varied within the scope of the invention as claimed.

The lower end ci the housing 22 is formed open, but is normally kept closed by a trap door 25 which is hinged to the pipe or cylinder 23 as shown in 28. This trap door supports within the pipe or cylinder 23 the weight 2, having pivotally connected to its upper end one end of the link 28. Link 28 is pivotally connected at its other end to one end of the bell crank 29, that is fulcrumed intermediate its ends within the lateral extension 24, as shown at 30. One end of the lateral extension 24 is open, and the bell crank lever 29 extends therethrough. Connected to the projecting end of the bell crank lever 29 is the link 3|, which is pivotally connected at its other end, as at 32, to the link 33. Link 33 is in turn pivotally connected to the bell crank lever 34, having depending from its other end the counterweight 35. Intermediate its ends, the bell crank 34 is secured to the valve rod 35, so that movement of the bell crank 34 will rotate the valve rod 39 so as to open valve contained within the pipe tting 31, that is included in the air line 38 extending from the air tank 39. The opening of the valve causes the air to be applied to brake the wheels of the train, so as to bring the train immediately to a stop.

rThis entire sequence is controlled by the trip member el, pivoted for swinging in a horizontal plane on the pipe or cylinder 23. Trip member 4l, as readily seen from Fig. 2, projects laterally beyond the sides of the train 5, and the upstanding trip arm 2| is disposed in the path of the trip member il when the train moves past the block signal.

Thus, assuming that there is a danger condition in the block ahead, trip arm 2l will be rigidly supported in an upright position, and will remain in this position as long as the danger condition exists. Accordingly, as an on-coming train 5 passes the block signal, the trip member 4i will be struck by the upstanding trip arm, and this will cause the trap door 25 to swing open under the weight of the weight 21. The trap door will swing open because the inner end of the trip member 4|, which normally supports the trap door in closed position, will be swung away from the trap door, thus to permit the trap door to open.

As the trap door opens, weight 27 will drop downwardly, swinging bell crank lever 29 to the left in Fig. 3. Through the medium of the link 3l and 33, the bell crank 34 will in turn be swung to the left, rocking the valve rod 36 to one extreme position, in which position the valve will 4 be open. Thus, the air brakes will be caused to be applied immediately and automatically.

It may be noted that the device presents no strain on the valve mechanism, because the bell crank lever 29, when swung to valve opening position, engages the far side of the housing 22, so as to relieve the strain or pull upon the valve, while still nevertheless holding the valve in open position.

It will be understood that the weight of the weight 21 and the counterweight 35 will be so related as to cause the operation of the entire mechanism swiftly, but without undue jerking movement or strain upon any of the parts.

From the above, it is believed that the operation of the invention will be clear, and it may be further noted that the stated objects of the invention are met thereby, 'in that a device inexpensive of manufacture and low in maintenance costs is provided, that will operate in each and every instance to set the air brakes of a train whenever there is any danger condition whatsoever in the block ahead, said device operating entirely without dependence upon the human element:

What is claimed is:

Automatic brake operating means for trains including an arm mountable rotatably beside a train track, said arm being adapted at one end for rotation by a block signal shaft located adjacent said track, a crank on the other end of said arm extended vertically and upwardly on partial rotation of said arm in one direction and extended hcrizontally on partial rotation of said arm in the opposite direction, a housing secured to and depending from the underside of the train and located entirely under the train, a lower extension formed on the other end of the housing, a hinged trap door normally closing the bottom end of said lower extension, a weight supported in said lower extension of the housing upon the trap door, a trip member pivotally mounted on said bottom end of the lower extension for horizontal swinging movement and having one end normally underlying the door and the other end extended horizontally and outwardly for striking by said crank when the crank 'is extended upwardly, thus to swing the trip member out of its normal position to cause opening 0f the trap door under pressure of Said weight, said crank when extended horizontally being located in a horizontal plane located substantially below the plane of swinging movement of the trip member, a bell crank pivoted in the upper portion of the housing, a link connecting the upper end 0f the weight to one end of the bell crank, a second bell crank adapted for rigid connection to a valve shaft of a train brake system extending under the train, means linking the other end of the first bell crank to one end of the second bell crank, and a smaller weight depending from and counter-weighting the other end of the second bell crank.

JAMES MERRYWEATHER.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 805,420 Geritz Nov. 21, 1905 878,016 Patterson Feb. 4, 1908 1,210,025 Warren Dec. 26, 1916 

